Car construction



' Sept. 6, 1938. o. c.. DURYEA 2,129,543

CAR CONSTRUCTION v Original Filed Feb. 19, 1956 2 Sheets-Sheet l Sept 6, 1938- o. c. DURYEA CAR CONSTRUCTION Original Filed Feb. 19, 1956 2 ,Sheets-Sheet 2 Patented Sept. 6, 1938 PATENT FFIQE CAR CONSTRUCTION Otho C. Duryea, Waterbury, Conn., assigner to 0. C. Duryea Corporation, Wilmington, Del., a corporation of Delaware Application February 19, 1936, Serial No. 64,740 Renewed January 13, 1938 19 Claims.

This invention relates to car constructions having underframes of the Duryea type which provide long travel for resisting draft and bung shocks with low forces, together with train slack the extent of which is less than said long travel and predetermined independently thereof. More particularly, the present invention relates to underframes of this type wherein draft and bufng shocks are yieldingly resisted both resiliently and frictionally and wherein the predetermined movement of the coupler relative to the underframe i structure, which movement determines the train slack, is also yieldingly resisted both frictionally and resiliently.

One of the objects of the invention is vto provide novel underframe construction whereby the above results are obtained with a construction which is simple and inexpensive.

Another object is to provide novel means whereby the coupler travel provided for train slack purposes can be predetermined independently of the long travel provided for absorbing and dissipating heavy draft and bufflng shocks, the same resilient and friction elements being effective throughout both travels.

A further object is to provide novel means embodying a long travel draft and bungcoiumn and a coupler having relatively short travel relative to said column for train slack purposes combined with a single long travel friction and resilient gear in such a way that the movement of the coupler throughout said short travel causes travel of said gear and further movement of said coupler causes further travel of said gear and also movement of said column.

Another object is to provide novel draft and buffing means as stated above and of such novel construction as to facilitate the use therewith of a swivel butt coupler.

Other objects will appear more fully hereinafter.

Several embodiments of the invention have been illustrated in the accompanying drawings but it is to be expressly understood that said drawings are for purposes of illustration only and are not to be construed as a denition of the limits of the invention, reference being had to ther appended claims for this purpose.

In said drawings:

Fig. 1 is a top plan view, in section, of one end of an underframe construction embodying 'the invention;

Fig. 2 is a side elevation, also in section, of the construction shown in Fig. 1;

Fig. 3 is a section on the line 3 3 of Fig. 2;

Fig. 4 is a plan view, in section, of the end of an underframe construction similar to that shown in Figs. 1 and 2 but embodying modified construction;

Fig. 5 is a side View in section shown in. Fig. 4; and

Fig. 6 is a plan View in section of a further embodiment of the invention.

The conventional car structure embodies body bolsters adjacent each end' of the car which ex- 10 tend transversely thereof and support the car structure and also serve to mount the car body on the trucks. These body bolsters embody a center brace, usually a casting of suitable form,

of the structure 5 at the central portion of the car as shown at i in Figs. 1 and 2, the remainder of the bolster construction which extends laterally to the side sills of the car being omitted from the drawings in the interest of clearness of illustration. As shown in Fig. 2,'this center brace casting l is 2O provided with an opening for receiving a king pin 2 and with a center plate 3 adapted to rest on the car trucks. It will be understood that the same construction is provided at the other end of the car, not shown in the drawings.

A long travel draft and bumng column is mounted for movement longitudinally relative to the car body and bolsters and preferably extends substantially the length of the car. This column may be of any suitable form and as shown it consistsv of two spaced channels 4 which extend slidably through openings in the bolster construction on either side of the center brace casting l. The channels 4 may be tied together to constitute a unitary draft and buiiiing column in any suitable way, and as here shown they are connected by upper and lower cover and tie plates 5 and 6, respectively, adjacent the end of the column and by upper and lower cover and tie plates l and 8, respectively, intermediate the car bolsters. These plates may be secured to the channels in any suitable manner, for example by Welding as indicated at 9 in Fig. 3.

Draft and bufng forcesy are transmitted to the column 4 by means of couplers of any suitable 45 type mounted at the ends of said column, one of which is shown in the drawings at il). The shank l! of the` coupler extends inwardly between the spaced channels 4, 4 and is slotted to receive a key l2, the length of the slot in the coupler shank being greater than the width of the key as shown at i3 in Fig. 1. 'Ihe ends of the key I2 extend outwardly through slots I4 formed in the channels di, 4 and also in cheek plates or castings l5 which extend inwardly from 55 the end of the draft and bufhng column and are secured to the channels il, 4 in any suitable manner as by welding, said plates I5 being provided with ribs or lugs i6 serving as abutments against which the key I2 bears. As shown in Fig. l, the length of the slots It is also greater than the width of the key i2. Any suitable means may be employed for retaining the key in the slots, said key as shown being provided at one end with an enlarged head II and at the other end with a slot I8 in which is a pin I9.

In the form shown in Figs. l and 2, the coupler shank ii and the key i2 are urged outwardly as described hereinafter to the position shown, and since the dimensions of the slots I3 and ifi are greater than the width of the key I2, said coupler IG is capable of inward movement relative to the draft and buifing column 4 which provides train slack. As described hereinafter the amount of this train slack movement is less. than and independent of the relatively long travel of the draft and puffing column that is provided for absorbing and dissipating heavy draft and hurling shocks so that the train slack may be predetermined and limited as may be desired. Furthermore, the normal position of the coupler Iii and key i2 may be such that slack movement is provided only in the event of a buing force as shown in Fig. l, or the coupler and key may normally occupy intermediate positions so that slack movement is provided in both directions as described hereinafter. With reference to Fig. l, it will be observed that with the coupler and key normally in the position shown, a draft force is applied to the draft and bufling column without movement of the coupler relative to said col-- umn, whereas in the event of a buffing force the coupler may move relative to the column through a relatively short distance and this movement will provide train slack.

Movement of the coupler relative to the column for train slack purposes as well as movement of the column with respect to the car body for cushioning draft and puffing forces is yieldingly resisted by a combined friction and resilient gear which in some respects is structurally similar to the combined friction and resilient gear disclosed and claimed in the prior patent to Otho C. Duryea, No. 1,858,730, and said gear is so arranged as to permit the extent of coupler travel for train slack purposes to be predetermined independently of the extent of travel of the draft and bung column. Referring again to Figs, 1 and 2. a friction housing 2B is disposed within the hol- V low draft and buffing column constituted by the channels d, 4 and the top and bottom cover plates 5, 5. Said friction housing is stationary with respect to the draft and bufhng column, being secured to the car body in any suitable manner as by means of inwardly extending arms 2l connected at their ends with the center brace casting I by means of pins 22. As shown, said pins 22 extend through openings in the ends of arms 2 I which are aligned with openings in projections 2,3 cast integrally with the center brace casting I and extending outwardly therefrom. The housing 2! is provided with a central opening, and as shown in Fig. l, the walls of the housing which form the sides of this central opening are tapered at 24 so that the walls of the opening converge from both ends. of the housing toward the center. It will be understood, however, that if desired the upper and lowerl walls of the opening may be tapered in a manner similar to that disclosed in the prior column.

patent of Otho C. Duryea, No. 1,776,313, dated September 23, 1930, yor both the side walls and the upper and lower walls of the opening may be tapered.

Extending slidably through said opening in the friction housing 28 is a friction column 25, the side walls of which may also be tapered if desired as shown in Figs. 4 and 6 hereinafter described. In the spaces between the tapered walls 24 of the friction housing and the tapered side Walls of the column 25 are friction shoes 28 which are substantially triangular in cross section. Consequently, when the friction column 25 moves inwardly, the outer shoes. 25 are wedged between the side walls of the column and the outer tapered walls 24 of the friction housing, and when the friction column moves outwardly, the inner shoes 2B are similarly wedged between the side walls of the friction column and the inner tapered walls 24 of the friction housing.

Resilient means are provided which are so arranged that movement of said friction column in either direction relative to the frictionhousing 2G is resiliently resisted and at the same time 'the proper set of friction shoes are resiliently maintained in frictional engagement between the walls of the housing and the walls of the friction Said resilient means, in the form shown, comprises a coil spring 27 that is adapted for long travel to secure low forces and as shown extends` through a central opening in the center brace casting I, being guided in its movement through said opening by a sleeve 28 secured in said opening in any suitable manner as by spot welding. The inner end of the spring may also be suitably supported and guided as by means of the guide sleeve or collar 29 mounted in any suitable manner in the draft and buffng column. The outer end of said spring 21 engages a spring seat 36 which surrounds the end of the friction column 25 and is provided with anges 3i which are adapted on outward movement to engage the inner friction shoes 26. Said spring seat is also provided with ribsl 30a which engage the inner end of the friction column 25 and urge said column outwardly, and due to the spacing of the flanges 3| from the shoes 26 the thrust of the spring is taken up in maintaining the key I2 in engagement with the stops or lugs Iii. Said spacing also insures that wear of the key l2 at its points of engagement with'lugs It does not prevent the spring from maintaining this engagement.

The inner end of the spring is adapted by suitable connections to engage the outer friction shoes 26 and in the form shown, a link 32 extends through the spring 21, the inner end of the link being provided with a head 33 and a plate 34 against which the inner end of thespring bears. Said link 32 extends freely through an opening in the end of the spring seat 30 and centrally through the friction column 25, being provided at its outer end with a head 35 and a key 3B that extends laterally through slots 3I in the side walls of the friction column, so that the ends of said key engage the outer friction shoes 2B. It will be seen that inward movement of the friction column 25 moves spring seat 3!! and compresses spring 27 against plate 34 and thence through link 32 and key 3B against the outer friction shoes 26. On outward movement of the friction column 25, lugs 37a at the ends of slots 31 pick up the key 36 whereby spring 21 is compressed through link 32 against spring seat 39, the flanges 3l thereof engaging and bearing against the inner friction shoes 26. The small space between lugs 31a and key 36 is to provide for wear of the outer shoes 26.

The coupler I0 is adapted by suitable means to engage and move the friction column 25 inwardly on inward movement of said coupler, and to this end the inner end of the coupler shank II abuts against .a substantially rectangular head 38 which as shown is cast integrally with the friction column 25. Said head may be provided withV a rounded projection 39 engaging in a central recess in the end of the coupler shank I I, and the dimensions of said head are preferably such that it substantially fills the hollow draft and bufling column as shown in Figs. 1 and 2. Inward movement of the coupler relative to the draft and buiflng column is, therefore, accompanied by inward movement of the friction column 25 with respect to the friction housing 25, this movement being yieldingly resisted by the resilient and friction elements as described above. 'Ihe relatively short movement of the coupler relative to the column, which determines train slack, is limited by engagement of suitable cooperating stops on said friction column 25 and said draft and buiing column 4, the head 38 of the friction column as shown engaging the flanged ends 39 of the top and bottom cover plates 5 and 6, respectively, before the key I2 reaches the ends of slots I4. Further inward movement of the coupler under a heavy buiiing shock is accompanied by further movement of the friction column 25 and also by movement of the draft and bufing column 4, said two columns and the coupler moving inwardly as a unit.

The operation of the mechanism shown in Figs. l and 2 will be clear from the foregoing description. Any inward movement of the coupler causes inward movement of the friction column 25, which is yieldingly resisted both resiliently and frictionally by the gear described above. j The action of this gear is the same, except for the extent of its travel, whether the movement of the friction column is only that caused by the short travel of the coupler relative to the draft and bumng column for train slack purposes, or that of the long travel of the coupler and both columns as a unit in the case of heavy buffing forces. During any such inward movement of the coupler, the inner end of the friction column 25 engages the spring seat 30 and compresses the spring 2I against the plate 34 which is held against movement by the link 32, whereby the compression of the spring is Vtaken up against the outer friction shoes 26 by means of the key 36. Thus the inward movement of the friction column 25 relative to the housingv 20 is resisted resiliently by the compression of the spring 2'I and also frictionally by the wedging of the outer shoes 26 between the tapered walls 24 of the housing and the tapered sides of the friction column. During the short travel movement of the coupler for train slack purposes, both the` resilient and frictional action are effective toy resist such movement, and in the event of a heavy bufling shock, both the resilient and frictional action are effective to resist the travel of the draft and bufling column 4 with respect to the bolster and car body, the latter movement being of relatively greater extent in order to secure low forces. The maximum inward travel of the draft and bufiing column may be limited in any suitable manner as by engagement of the inner end 40 of the top cover plate 5, with the outer face of the center brace casting I.

It will be understood that in case the inward movement of the coupler is greater than the total train slack per car,'the movement of the draft and bufng column is also resisted by the gear at the other end of the car. At that end of the car the column 4, 4 will move outwardly as in the case of a draft force until the ends 39 of the top and bottom cover plates engage the head 38. Further outward movement will be accompanied by outward movement of the friction column 25, whereby the lugs 3'Iawill pick up the key 36 and compress the spring 2'I against the inner friction shoes 26 as described in greater detail hereinafter in connection with draft forces.

When a draft force is applied to the coupler I0, the construction shown in Fig. 1 does not provide for relative movement of the coupler with respect to the draft and buiiing column and the column 4, 4 moves outwardly as a unit with the coupler.. During the initial travel of the draft and buiiing column, there is no effect on the friction and resilient gear at the end of the car shown in the drawings until the stops 39 engage the head 38 of the friction column, but such movement is resisted at the other end of the car where the action is that of a buing force as described above, the friction column 25 being moved inwardly through its key I2 and coupler shank II. As the outward movement of coupler I0 continues, the ends 39 of the top and `bottom Cover plates 5 and 6 engage the head 38 and further outward movement of the draft and bufiing column is accompanied by outward movement of the friction Icolumn 25.y The lugs or stops 31a pick up the key 36 and move it outwardly with the friction column 25 whereby the link 32 moves the plate 34 and compresses spring 21 against the end of the spring seat 35. The flanges 3| of said spring seat then engage and maintain the inner friction shoes 26 in frictional engagement between the `inner tapered walls 24 and theitapered sides of the friction column so that outward movement of the friction column and of the draft and bufling column is resisted both resiliently by compression of the spring 2'I and frictionally by reason of the inner shoes 26. The outward movement of the column 4, 4 may be limited in any suitable way as by the engagement of the outer end 4I of the cover plate I with the inner face of the center brace casting I.

In the case of a buii'ing shock, the compressed spring 21 returns the friction column 25 and the draft and bufling'column to their normal position. If the buffing shock is great enough to bring the spring 2'I. at the other end of the car into action, it also assists in restoring the parts to normal position. In the case of a draft force at one end of the car, the spring at the other end tends to return the parts to normal position, and is assisted by the spring at the end at which the force is applied if the movement is great enough to bring the latter spring into action.

Figs. 4 and 5 show another construction wherein substantially the same operation of the coupler, draft and buff-lng column, and combined friction and resilient gear is embodied, but which is designed tofacilitate the use of a swivel butt To coupler. These figures show the same draft and buing column 4, 4 with top and bottom cover plates 5, 6, and the same key I2 and cheek plates I5. Enclosed within the hollow draft and vbufiing column 4, 4, 5, 6 is the same friction housing 20, here shown as provided with lugs 25a serving to retain the friction shoes 26 in position. The friction column 25 cooperates with the spring 2'I (not shown) and with the link 32 and key 36 as before, the side walls of said friction column being if desired tapered inwardly toward the center of the column as shown in Fig. 4.

The inner end or base of the head of the friction column corresponding to the head 38 of Figs. 1 and 2 coacts With the ends 39 of the cover plates 5 and 6 to limit the train slack movement as described above. In Figs. 4 and 5, however, the slots 31 in the friction column extend somewhat Within the head whereby the overall length of the mechanism is reduced. Further said head is extended outwardly into engagement with the key I2 and is pivotally connected with the coupler to form a swivel joint, the friction column being thereby connected with the coupler for both draft and buing forces and the 'coupler being mounted for pivotal or swinging movement about a vertical axis when the car goes around a curve.

Figs. 4 and 5 show a suitable construction for accomplishing these results. The outer end of the casting constituting the head of the friction column is provided with four substantially parallel vertically spaced horizontal webs as clearly shown in Fig. 5 at 42. The coup-ler butt is also formed with two parallel horizontal webs 43 which are properly spaced vertically so that the upper web 43 extends between the two upper webs 42 and the lower web 43 extends between the two lower webs 42, the same being pivotally connected by a vertical pivot pin 44 extending through aligned openings in said webs. The lower end of the pivot pin rests on a lug 45 formed on the lower web 42 and the upper end of said pin may be provided with a transverse pin 4E for retaining the pin 44 in position. v

As shown in Fig. 4, the ends of the webs'43 on the coupler butt are substantially arcs of a circle having the axis of pin 44 as a center, while each pair of webs 42 is connected by a vertical wall 41 having the same curvature, and bufling forces are preferably transmitted to the friction column through these vcontacting surfaces. The outer ends of the Webs 42 also are substantially arcs of a circle having the axis of pin 44 as a center. The upper and lower webs 43 of the coupler are provided with ridges 48 on their outer surfaces which correspond in curvature with the adjacent ends of the two outer webs 42 and may be adapted to contact the same and to transmit hurling forces from the coupler to the friction column. Similarly the webs 43 of the coupler are connected by a vertical wall 49 which corresponds in curvature with the adjacent ends of the two inner webs 42 and may be adapted to contact the same to transmit bufiing forces to said friction column. In draft, the coupler pulls the friction column through the pin 44 and the pulling force is transmitted to the key l2 through the lugs or stops 50 shown in Fig. 4, the same being cast integrally with the head of the friction column and engaging the' inner edge of said key. As shownin Fig. 5, the pivot pin 44 may be notched at 5| to receive the key I2 as there is no strain on the key at this point, this construction saving space and material.

With this construction, bufiing forces are transmitted directly from the coupler to the friction column as in Figs. 1 and 2, and the gears at both ends of the car operate as described above in conne'ction with Figs. l and 2, the same amount of train slack being provided in buff. Draft forces are also transmitted directly to the friction column and thence through key I2 to the draft and bufng column, instead of from the coupler directly to the key and thence to the draft and bufling column as in Figs. 1 and 2. Hence in draft the gears at both ends of the car are effective to resist the initial movement of the coupler and draft and buffing column as a unit. At the same time, the coupler is free to swing or pivot about the pin 44, the slot in the coupler which receives the key I2 being large enough to permit such swinging movement of the coupler with respect to the key.

In both of the constructions described above, train slack is provided only in buff and not in draft. In the construction shown in Fig. 6, however, train slack is provided in both draft and buff. 'Ihe structure shown in this figure is the same asV that shown in Figs. 4 and 5 except that the key I2 is normally spaced from the lugs or stops I6, the space 52 providing train slack in draft movement. In the case of this construction, the spring 21 isl ineffective to push the friction column outwardly until the key I2 engages stops I6 because of the engagement of the spring seat 3D, 3| with the inner friction shoes 26. rI"he operation of this construction and of the gears at both ends of the car is substantially the same as that described above in connection with Figs. l and 2 and also Figs. 3 and 4. In the case of a draft force, the gear at the end of the car to which the force is applied 'comes into action irrimediately. After the key I2 reaches the stops ifi, the draft and bufng column also moves, and as soon as the stops I6 at the other end of the car come in contact with the key I2, the gear at said other end also comes into action.

It will be seen from the foregoing that a single combined resilient and friction gear having rela-- tively long travel is provided at each end of the car, While the travel of this gear may be varied as required by conditions, ordinarily a total travel between seven and nine inches will be suitable. Train slack movement, as provided in buhc only or in both buff and draft, is independent of said relatively long travel and thus predeterminable l as conditions may require. Ordinarily train slack materially less than that provided with the ordinary draft gear is desirable, but if conditions are such as to require more slack, it may readily be provided in designing and constructing the underframe. 'Ihe resilient and friction gears function to resist yieldingly both the relatively short train slack movement and the relatively long travel of the draft and bumng column. Thus the movement of the coupler relative to the draft and bufling column is cushioned both resiliently and frictionally in the initial range of travel of the gears and hence with low forces. Also the movement of the draft and bufling column relative to the holsters and car body, which does not cause train slack, is cushioned vboth frictionally and resiliently with long travel whereby heavy draft and bufling forces are absorbed and dissipated without subjecting the car body and lading to high forces.

While several embodiments of the invention have been illustrated and described with particularity, it will be understood that the invention is not limited thereto, but is capable of a variety of mechanical expressions, and that changes may be made in the form, details of construction, and arrangement of the parts, without departing from the spirit of the invention. Reference is therefore to be had to the appended claims for a definition. of the limits of the invention.

What is claimed is:

1. In a railway car, the combination of a body bolster, a draft and bufng member extending inwardly from the end of the car structure beyond said bolster and movable longitudinally relative 75 both directions, sald member being movable relato said bolster, a coupler mounted for movement of limited extent relative to said draft and bufling member, and energy dissipating means comprising a member stationary with respect to said bolster, a cooperating member movable with said draft and bui-ling member in both directions relative to said stationary member, said member also being movable relative to said draft and buiiing member by said coupler on movement of the latter relative to said draft and buiing member, and resilient means for resisting movement of said movable member in both directions.

2. In a railway car, the combination of a body bolster, a draft and bufngv member extending inwardly from the end of the car structure beyond said bolster and movable longitudinally relative to said bolster, a coupler mounted for movement of limited extent relative to said draft and buffing member, energy dissipating means comprising a member stationary with respect to said bolster, a cooperating member movable `in both directions relative to said stationary member, and resilient means for resisting movement of said movable member in both directions, said member being movable relative to said draft and bufng member by said coupler on movement of the latter relative to said draft and bufing member, and means operatively connecting said movable member and said draft and bufling member for movement as a unit by said coupler when the latter moves beyond said limited extent.

3. In a railway car, the combination of a body bolster, a draft and bufling member extending substantially the length of the car structure and movable longitudinally relative to said bolster, a coupler mounted for inward movement of limited extent relative to said draft and bufling member and for further inward movement and outward movement with said draft and buffing member, energy dissipating means comprising a member stationary with respect to said bolster, a cooperating member movable in both directions relative to said stationary member, and resilient means for resisting movement of said movable member in both directions, said member being movable relative to said draft and buiTlng member by said coupler on inward movement of the latter relative to said draft and bufing member, and means operatively connecting said movable member and said draft and buing member for movement as a unit by said coupler when the latter moves inwardly beyond said limited extent and outwardly.

4. In a railway car, the combination of a body bolster, a draft and bufling member extending substantially the length of the car and movable vlongitudinally relative to said bolster, a coupler mounted for both inward and outward movement of limited extent relative to said draft and buiing member and for further inward and outward `movement with said draft and buing member,

energy dissipating means comprising a member stationary with respect to said bolster, a cooperating member movable in both directions relative to said stationary member, and resilient means for resisting movement of said movable member in tive to said draft and buiiing member by said coupler on inward and outward movement of the latter relative to said draft and buing member, and means operatively connecting said movable member and draft and buffing member for movement as a unit by said coupler when the latter moves inwardly and outwardly beyond said limited extent.

5. In a railway car, the combination of a body bolster, a draft and bufflng memberextending inwardly from the end of the car structure beyond said bolster and mounted for longitudinal movement relative to said bolster, a coupler mounted for movement of limited extent relative to said draft and buiiing member, energy dissipating means comprising a stationary member, a cooperating member movable in both directions relative thereto, friction elements operatively interposed between said members, and resilient means for resisting movement of said movable member in both directions and for mainntaining said friction elements in frictional engagement with said cooperating members, said member being movable relative to said draft and buiiing member by said coupler on movement of the latter relative to said draft and buing member, and means operatively connecting said movable member and said draft and buiiing member for movement as a unit by said coupler when the latter moves beyond said limited extent.

6. In a railway car, the combination of a body bolster, a draft and bufiing member extending substantially the length of the carrstructure and mounted for longitudinal movement relative to said bolster, a coupler mounted for inward movement of limited extent relative to said draft vand bufling member and for further inward and outward movement with said draft and bufling member, energy dissipating means comprising astationary member, a cooperating member movable in both directions relative thereto, friction elements operatively interposed between said members, and resilient means for resisting movement of said movable member in both directions and for maintaining said friction elements in frictional engagement with said cooperating members, said member being movable relative to said draft and bufling member by said coupler on inward movement of the latter relative to said draft and buing member, and means operatively connecting said movable member and said draft and` buing member for movement as a unit by said coupler when the latter moves inwardly beyond said limited extent and outwardly.

7. In a railway car, the combination of a body bolster, a draft and buiiing member extending substantially the length of the car and movable longitudinally relative to said bolster, a coupler mounted for both inward and outward movement of limited extent relative to said draft and buffing member and for further inward and outward movement with said draft and bumng member, energy dissipating means comprising a stationary member, a cooperating member movable in both directions relative thereto, friction elements operatively interposed between said members, and resilient means for resisting movement of said movable member in both directions and for maintaining said friction elements in frictional engagement with said cooperating members, said member being movable relative to said draft and bufling member by said coupler on inward and outward movement of the latter relative to said draft and bufng member, and means operatively connecting said movable member and draft and buiiing member for movement as a unit by said coupler when the latter moves inwardly and outwardly beyond said limited extent.

8. In a railway car, the combination of a body bolster, a draft and bufling member extending substantially the length of the car structure and mounted for longitudinal movement relative to said bolster, a coupler mounted for movement of limited extent relative to said draft and buing member, a friction housing secured to said bolster and friction elements in said housing, a friction member movable through said housing in frictional engagement with said elements, resilient means operatively interposed between said friction member and said friction elements for maintaining said frictional engagement and resisting movement of said friction member in both directions, means for moving said friction member with said coupler within said limited extent and relative to said draft and bufng member, and means for moving said draft and buffing member and friction member as a unit with said coupler on further movement of said coupler.

9. In a railway car, the combination of a body bolster, a draft and bufflng member movable longitudinally relative thereto; a coupler mounted for movement of limited extent relative to said draft and buffing member, a friction housing secured to said bolster and friction elements in said housing, a friction column movable through said housing in both directions in frictional engagement with said elements, resilient means extending through an opening in said bolster for maintaining said frictional engagement and operatively connected with said column to resist movement of the same in both directions, said coupler and column being connected for movement together, and means whereby said coupler also engages and moves said draft and buning member on movement beyond said limited extent.

10. In a railway car, the combination of a body bolster, a draft and buffing member movable longitudinally relative thereto, a coupler mounted for inward movement of limited extent relative to said draft and buiflng member, a friction housing secured to said bolster and friction elements in said housing, a friction column movable through said housing in both directions in frictonal engagement with said elements, resilient means maintaining said frictional engagement and operatively connected to said column to resist movement of the same in both directions, the outer end of said column operatively engaging the inner end of said coupler, and cooperating stop means adapted to engage to move said draft and buing member when said coupler has traveled inwardly through its limited relative movement.

l1. In a railway car, the combination of a body bolster, a draft and bufling column comprising a pair of spaced members movable through openings in said bolster, a coupler mounted on said draft and bufng member for movement of limited extent relative thereto, a friction housing between said spaced members secured to said bolster and comprising friction elements, a friction column movable through said housing in both directions in frictional engagement with said elements, Athe outer end of said column engaging the inner end of said coupler, resilient means for maintaining said frictional engagement and operatively connected to said friction column for resisting its movement in both directions, and means on said friction column engaging said draft and bufling column when said coupler has moved inwardly through said limited extent.

l2. In a railway car, the combination of a body bolster, a draft and buffmg column movable longitudinally relative to said bolster, a coupler mounted for movement of limited extent relative to said column, a stationary friction housing and friction elements therein, a friction column movable relative to said housing in both directions in frictional engagement with said elements, resilient means for maintaining said frictional engagement and operatively connected to said friction column for resisting movement of the same in both directions, the outer end of said friction column being connected to the inner end of said coupler for both inward and outward movement, and cooperating stop means adapted to engage to move said center member when said coupler has moved through said limited extent.

13. In a railway car, the combination of a body bolster, a draft and buffing column movable longitudinally relative to said bolster, a coupler mounted for inward movement of limited extent relative to said column, a stationary friction housing and friction elements therein, a friction column movable relative to said housing in both directions in frictional engagement with said elements, resilient means for maintaining said frictional engagement and operatively connected to said friction column for resisting movement of the same in both directions, the outer end of said friction column being connected to the inner end of said coupler for both inward and outward movement, and cooperating stop means adapted to engage to move said draft and bufiing column when said coupler moves inwardly beyond said limited extent and outwardly.

14. In a railway car, the combination of a body bolster, .a draft and buffi-'ng column movable longitudinally relative to said bolster, a coupler mounted for inward and outward movement of limited extent relative to said column, a stationary friction housing and friction elements therein, a friction column movable relative to said housing in both directions in frictional engagement with said elements, resilient means for maintaining said frictional engagement and operatively connected to said friction column for resisting movement of the same in both directions, the outer end of said friction column being connected to the inner end of said coupler for both inward and outward movement, and cooperating stop means adapted to engage to move said draft and bufling column when said coupler moves inwardly and utwardly beyond said limited extent.

l5. In a railway car, the combination of a body bolster, a draft and bufng column movable longitudinally relative to said bolster, a coupler, a second column movable by said coupler in both directions, friction and resilient means for resisting movement of said second column in both directions, the outer end of said column and the inner end of said coupler having a pivotal connection whereby they are connected for inward and outward movement together and said coupler can swivel relative to said second column, and stop means cooperating to move said draft and bufng column by said coupler, said stop means being constructed and arranged to provide train slack of predetermined extent.

16. In a railway car, the combination of a body bolster, a draft and bufflng column movable longitudinally relative to said bolster, a coupler, a friction means stationary with respect to' said bolster, a friction column movable relative to and in frictional engagement with said means, resilient means for maintaining said frictional engagement and for resisting movement of said friction column, the outer end of said friction column and the inner end of said coupler being pivotally connected for inward and outward movement together, and stop means .adapted to engage to move said draft and bufiing column by said coupler, said stop means being constructed and arranged to provide train slack of predetermined extent.

17. In a railway car, the combination of a body bolster, a draft and bufling column movable longitudinally relative to said bolster, a coupier, a friction means stationary with respect to said bolster, a friction column movable relative to and in frictional engagement with said means, resilient means for maintaining said frictional engagement and for resisting movement of said friction column, the outer end of said friction column and the inner end of said coupler being pivotally connected for inward and outward movement together, means connecting said coupler and draft and bufling column for outward movement together, and stop means adapted to engage to move said draft and bufng column when said coupler moves inwardly through a predetermined extent.

18. In a railway car, the combination of a body bolster, a draft and bufng column movable longitudinally relative to said bolster, a coupler, a friction means stationary with respect to said b olster, a friction column movable relative to and in frictional engagement with said means, resilient means for maintaining said frictional engagement and for resisting movement of said friction column, the outer end of said friction column and the inner end of said coupler being pivotally connected for inward and outward movement together, and stop means adapted to engage to move said. draft and bufling column when said coupler moves inwar-dly and outwardly through a predetermined extent.

19. In a railway car, the combination of a body bolster, a draft and bufng column movable thereby, a coupler, a key extending through slots in said 'coupler and column, said slots permitting movement of said coupler relative to said column, a friction means stationary with respect to said bolster, a friction column movable relative /to and in frictional engagement with said means, resilient means for maintaining said frictional engagement and for resisting movement of said friction column in both directions, the outer end of said friction column and the inner end of said coupler abutting to transmit buing forces to said friction column and having a pivotal connection to transmit draft forces to said friction column, stop means adapted to engage to transmit bufling forces to said draft and buning column, and means on said friction column engaging said key to transmit draft forces to said ydraft and bufiing column.

OTHO C. DURYEA. 

